cata worklist item (cwi) faa-03 – cns guidance harmonization · ac 500-020 - 4.1 new/updated fms...

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Certification Authorities for Transport Airplanes (CATA)

CATA Worklist Item (CWI) FAA-03 – CNS Guidance Harmonization

Open Date Raised: 12-July-2017 Updated: 29 October Status: 2019

Subject: Communication, Navigation, and Surveillance (CNS) Guidance Harmonization

Related Issue(s): CATA Action Item 2017-12, raised during the 17 May meeting in Renton. (Identify Discussion Paper number, if any)

Description of Issue(s): (Give a brief background of issue(s)

NextGen avionics technologies have complex and evolving standards. Although equipment standards (i.e., ED-/DO- documents) as well as TSO/ETSO equipment requirements are generally harmonized, the installation guidance may not be.

Background:

The FAA developed a NextGen Avionics Guidance Summary table to assist FAA ACOs in certification of NextGen technologies. The FAA proposed, and the CATA accepted during the May 17 CATA meeting, a proposal to form a quadrilateral SME group to evaluate the FAA summary table with the aim of identifying differences in the listed guidance and the impact of those differences on applicants seeking certification with multiple authorities. Where differences are identified, the SME group will evaluate the potential impact of those differences on installation-level certification of the associated technologies, and seek either harmonization, or clear definition of enveloped requirements to support global acceptance.

Proposed Prioritization:(Per CATA Technical Issues List Prioritization schema, SME proposes along with authority CATA members)

Question 1. Is there an active working group related to this issue?

2. In which documents are there deviations amongst the authorities? 3. Was this issue raised by or at the CMT? 4. What is the level of impact on projects in the future (i.e. minor, major, critical)? 5. How many authorities does the issue impact?

6. What is the approximate technical complexity of the issue (i.e. low, medium, high)?

Recommendation: (SME proposes expected resolution of the issue)

Answer No. Working groups for equipment standards only (i.e., ED-/DO- documents used in the development of TSO/ETSO equipment requirements). None for the installation issues addressed by this CWI. Installation guidance (i.e., AMCs/ACs)

No Major/Critical

Will depend on each authority’s initiatives (i.e., SESAR) or other operational goals. High

The targeted outcome of this activity is to update the FAA summary table noted in the Background section to include associated CMT partner authority requirements and harmonization status. From this reference point the SME team will identify appropriate harmonization tasks, if any, and ultimately document in a suitable vehicle (to be proposed by the SME team) the enveloped set of requirements necessary to support global acceptance.

CATA Decision: (Using CATA criteria for determination of technical issues)

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Certification Authorities for Transport Airplanes (CATA)

CATA Worklist Item (CWI) FAA-03 – CNS Guidance Harmonization

As noted in the Background section the CATA accepted this tasking at the May 2017 meeting.

Interim CATA Position: (Explain agreement, dissent or conclusion on this CWI)

Release of the entire avionics technology guidance summary, including the completed Surveillance portion with added “Enveloped Requirements to Comply with all Authorities” completed. The summary table is appended directly to this CWI form.

This action represents an interim step toward closure of the CWI. Additional interim releases will be considered by the CATA as the Navigation, Communication, and other components of the analysis are completed.

Interim Release of CWI: CATA Representative

Name Signature Date

ANAC Marcelo Leite

Daniel Pessoa /s/ 03.01.2020

EASA Colin Hancock

Mathilde Labatut

/s/ 09.12.2019

FAA Tom Groves /s/ 04.12.2019

TCCA Canh Nham /s/ 04.12.2019

Final CATA Position: (Explain agreement, dissent or conclusion on this CWI)

OPEN

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The Certification Authorities for Transport Airplanes (CATA) quadrilateral group developed this spreadsheet as a working tool to assist in identification of certification guidance harmonization opportunities for avionics technologies. The CATA recognize the value of this spreadsheet to industry, since it provides a single-source summary of certification guidance. The spreadsheet provides a current view of related guidance materials for the listed technologies, provided to industry as a convenience. Industry should always verify the accuracy and applicability of the referenced materials, since they may change over time. Navigation Enabler Description Guidance Notes

RVSM Ability to fly more fuel efficient flight levels and on more user preferred

routings

ANAC IS Nº 91-005, IAC-3508-91-0895 and FAA AC 91-85A EASA CS-ACNS — BOOK 1 — Subpart E, Section 2 FAA AC 91-85A (operational) TCCA AC 700-039 (operational)

Required Navigation Performance (RNP) 10 (also called RNAV 10 in ICAO

PBN Manual)

Reduced oceanic separation

ANAC FAA AC 20-138D Chg. 2 / ANAC IS Nº 91-001 (operational)

EASA CS-ACNS issue 2 Subpart C (Note: AMC 20-12 is obsolete with publication of CS-ACNS issue 2)

FAA AC 20-138D Chg 2 / AC 90-105A & "RNP 10 Through Data Collection" (operational) Order 8400.12C cancelled May 2016. Guidance incorporated into AC 90-105A and Online Booklet, RNP 10 through Data Collection . TCCA FAA Order 8400.12C

Basic Area Navigation (B-RNAV) (RNAV 5)

Implementation of Basic RNAV operations within European designated Airspace


EASA CS-ACNS issue 2 Subpart C (Note: AMC 20-4A is obsolete with publication of CS-ACNS issue 2)

FAA AC 20-138D Chg 2 / AC 90-96A (operational) European operations only, but addressed in AC 20-138D Chg 2 / AC 90-96A. TCCA AC 700-015 (operational) / FAA AC 90-96A (operational) / EASA AMC 20-4A

RNAV 1, RNAV 2 Enables more efficient routes and procedures

ANAC FAA AC 20-138D Chg. 2 / ANAC IS Nº 91-001 (operational) EASA CS-ACNS issue 2 Subpart C FAA AC 20-138D Chg 2 / AC 90-100A (operational) TCCA AC 700-019 (operational)

RNP 4 Further reduced oceanic separation (in conjunction with Future Air Navigation System (FANS 1/A)

ANAC FAA AC 20-138D Chg. 2 / ANAC IS Nº 91-001 (operational) EASA CS-ACNS issue 2 Subpart C FAA AC 20-138D Chg 2 / AC 90-105A (operational) Order 8400.33 cancelled May 2016. Guidance incorporated into AC 90-105A. TCCA AC 700-006 (operational)

RNP 2 Reduced continental separation


EASA CS-ACNS issue 2 Subpart C FAA FAA AC 20-138D Chg. 2 / AC 90-105A (operational) TCCA AC 700-038 (operational) Enroute Continental

RNP 1 RNP routes for connectivity

between the en route structure and terminal airspace


EASA CS-ACNS issue 2 Subpart C (Note: JAA TGL-10 is obsolete with publication of CS-ACNS issue 2)

FAA AC 20-138D Chg 2 / AC 90-105A & AC 90-96A (operational) P-RNAV for European operations (addressed in AC 90-96A). RNP 1 addressed in AC 20-138D Chg 2 / AC 90-105A. RNP 1 aircraft with P-RNAV approval based on GPS capability meet the functional requirements for RNP 1 operations.

TCCA AC 700-025 (operational) / FAA AC 90-96A

RNP-APCH Better access to runways that are not equipped with precision approach and landing systems


EASA CS-ACNS issue 2 Subpart C (Note: AMC 20-27A is obsolete with publication of CS-ACNS issue 2)

FAA FAA AC 20-138D Chg. 2 / AC 90-105A (operational) TCCA AC 700-023 (operational) / EASA AMC 20-27

RNP Authorization Required (AR) Approaches

Improves access to airports in reduced visibility with an approach that can curve to the runway;

improves procedures to separate traffic flows


EASA CS-ACNS issue 2 Subpart C (Note: AMC 20-26 is obsolete with publication of CS-ACNS issue 2) FAA AC 20-138D Chg 2 / AC 90-101A (operational) TCCA AC 700-024 (operational)

Advanced RNP Enables more accurate and predictable flight paths for

enhanced safety and efficiency

ANAC FAA AC 20-138D Chg. 2 / ANAC IS Nº 91-001 (operational) EASA CS-ACNS issue 2 Subpart C FAA AC 20-138D Chg 2, TSO-C115d / AC 90-105A (operational) Includes RF Legs TCCA ICAO Document 9613 PBN Manual

Vertical Path Conrol for Non-Precision Approaches

Stabilized approach to help eliminate CFIT

ANAC EASA FAA AC 120-108 (operational) TCCA AC 700-028 (operational) ANAC EASA

The Certification Authorities for Transport Airplanes (CATA) quadrilateral group developed this spreadsheet as a working tool to assist in identification of certification guidance harmonization opportunities for avionics technologies. The CATA recognize the value of this spreadsheet to industry, since it provides a single-source summary of certification guidance. The spreadsheet provides a current view of related guidance materials for the listed technologies, provided to industry as a convenience. Industry should always verify the accuracy and applicability of the referenced materials, since they may change over time. Navigation Enabler Description Guidance Notes

FMS Baro-VNAV Temperature Compensation (below 0 deg C or below

ISA)

Ensures obstacle and terrain clearance during approach with temperatures below 0 deg C or

below ISA

FAA

TCCA AC 500-020, RTCA DO-236 / AC 700-028 (operational)

AC 500-020 - 4.1 New/Updated FMS Designs Incorporating Barometric VNAV Approach Capability (1) New or updated FMS designs shall provide a means for an aircraft to fly the true vertical path angle for final approach segment, as defined in the resident navigation database, in below ISA temperature conditions. The FMS equipment shall also provide the capability to temperature compensate all waypoints from the Initial Approach Fix to the Missed Approach Holding Point (known as the Missed Approach Holding Waypoint for RNAV procedures) inclusive, as coded in the navigation database. The FMS shall also provide a means for determining a temperature compensated MDA/DA, when the MDA/DA is entered by the pilot. (2) Temperature compensation may be applied for airport temperatures “below ISA” or “below 0°C”. The latter has been included to be consistent with the existing Nav Canada operational procedures as described in CAP GEN.

Vertical Navigation (VNAV) Enables defined climb and descent paths


EASA CS-ACNS issue 2 Subpart C (Note: AMC 20-27A is obsolete with publication of CS-ACNS issue 2) CS-ACNS Subpart C resulting from NPA 2018-02

FAA AC 20-138D Chg 2 / AC 90-105A (operational)

AC 20-138D, paragraph 11-1.b, provides guidance for newly installed Baro-VNAV systems incorporating automated temperature compensation for all segments in the approach procedure, including the missed approach holding waypoint. Newly installed Baro-VNAV systems not incorporating automated temperature compensation require an evaluation of procedures for manual altitude corrections, effect on crew workload and protections from erroneous altitude entries to show compliance with §§ 25.1301, 25.1302 and 25.1523.

TCCA

Localizer Performance with Vertical Guidance (LPV)

Improved access to many airports in reduced visibility with an

approach aligned to the runway

ANAC FAA AC 20-138D Chg 2

EASA CS-ACNS issue 2 Subpart C (Note: AMC 20-28 is obsolete with publication of CS-ACNS issue 2) CS-ACNS Subpart C resulting from NPA 2018-02

FAA AC 20-138D Chg 2 / AC 90-107 (operational) FAA should be notified about any project related to applicants requesting to use DO-178C Level C flight management system (FMS) software for hazardous operations (e.g., localizer performance with vertical guidance (LPV) capability).

TCCA EASA AMC 20-28

Trajectory Operations Enhances PBN capabilities

ANAC FAA AC 20-138D Chg 2 EASA TBD FAA AC 20-138D Chg 2, TSO-C115d TCCA

Alternative Position, Navigation, and Timing

(APNT)

Provides GNSS-independent APNT capability

ANAC TBD EASA TBD FAA TBD TCCA

The Certification Authorities for Transport Airplanes (CATA) quadrilateral group developed this spreadsheet as a working tool to assist in identification of certification guidance harmonization opportunities for avionics technologies. The CATA recognize the value of this spreadsheet to industry, since it provides a single-source summary of certification guidance. The spreadsheet provides a current view of related guidance materials for the listed technologies, provided to industry as a convenience. Industry should always verify the accuracy and applicability of the referenced materials, since they may change over time.

Surveillance Enabler Description Guidance Notes Enveloped Requirements to Comply with all Authorities

Mode S - Elementary Surveillance

(ELS) (European Mandate)

Enables improved air traffic surveillance

ANAC FAA AC 20-151C Follow CS-ACNS - Subpart D - Section 2 NOTE: The FAA will remove from AC 20-151C reference to JAA TGL 13 (addressed in CS-ACNS) at the next opportunity. The FAA accepts the guidance noted above.

EASA CS-ACNS - Subpart D - Section 2, ETSO-C112d Mandated by EU No 1207/2011, 1028/2014 (amendment), & 2017/386 (amendment). FAA AC 20-151C AC references JAA TGL 13 Rev. 1/CS-ACNS TCCA

Mode S - Enhanced Surveillance

(EHS) (European Mandate)

Enables improved air traffic surveillance

ANAC FAA AC 20-151C Follow CS-ACNS - Subpart D - Section 3 supplemented with AC 20-151C Section 2.3.10 & Appendix F (for populating) and B.21 (for testing) Vertical Intention Register. NOTE: The FAA will remove from AC 20-151C reference to AMC 20-13 (addressed in CS-ACNS) at the next opportunity. The FAA accepts the guidance noted above.

EASA CS-ACNS - Subpart D – Section 3, ETSO-C112d Mandated by EU No 1207/2011, 1028/2014 (amendment), & 2017/386 (amendment).

FAA

AC 20-151C AC references AMC 20-13/CS-ACNS TCCA

Automatic Dependent Surveillance Broadcast (ADS-B) in Non-Radar

Areas (NRA)

Enhanced ATS in Non-Radar Areas using ADS-B Surveillance

ANAC

Follow AMC 20-24 -Does not provide the means to comply with EASA EU No. 1207/2011, 1028/2014 (amendment), & 2017/386 (amendment) or FAA 14 CFR 91.225 & 91.227.

EASA AMC 20-24, ETSO-2C112b (ED-73B) Does not provide the means to comply with the rules set forth in the EU No 1207/2011, 1028/2014 (amendment), & 2017/386 (amendment).

FAA

TCCA

ADS-B Out Enables improved air traffic surveillance and automation

processing

ANAC FAA AC 20-165B

An IP is no longer required with release of FAA AC 20-165B. ADS-B Out is not mandatory in Brazilian airspace yet. There is an offshore region (Rio de Janeiro) where there is a implemented ground infrastructure to allow the ADS-B use for space control purposes. After November 08th 2018 only aircrafts equipped with ADS-B out will be allowed to fly within such airspace.

To comply with all authorities: -Install 1090 ES ADS-B Out data link. -GNSS based position source with ETSO/TSO-129a (SA-aware) as a minimum (for FAA operations, TSO-C129/C196 GPS units covered by FAA exemption 12555 with AFM limitation if SA-unaware). -The same position source for navigation, should be used for ADS-B or standalone ETSO/TSO-C145c/C146c (or later), RTCA DO-229D (or later) operational class 1, 2, or 3 GNSS receiver connected to the transponder. -Installation should include antenna diversity. -Include all parameters and meet all minumum values as specified in "Values to Comply with All Authorities," ref. the App. A-ADS-B Out Parameters Tab. -Continuity with probability of remote or Ref. EASA Deviation to CS ACNS.D.ADSB.105 to not meet a 'remote' quantitative probability requirement (1E-5/FH) if the installation meets the requirements of EU No 1207/2011 by having a continuity equal to or less than 2E-4/FH and the equipment supporting the ADS-B functionality is DAL C (meets remote qualitative probability). -Meet test and evaluation criteria inc. flight test (as required) per AC 20-165B Chapter 4. -Meet continuing airworthiness requirements per AC 20-165B Chapter 2.3. -Meet the more demanding criteria (either CS-ACNS or AC 20-165B) ref. red requirements in App. B-ADS-B Out Guidance Comp. Tab which includes a comparison of the two guidance documents

EASA CS-ACNS - Subpart D - Section 4, ETSO-C166b/ETSO-C112d Mandated by EU No 1207/2011, 1028/2014 (amendment), & 2017/386 (amendment). Reference CS-ACNS Appendix J for significant differences between EASA CS-ACNS and FAA AC 20-165A guidance.

FAA

AC 20-165B / AC 90-114A Chg 1 (operational), TSO-C166b/TSO-C154c, Policy Memos AIR100-15-140-DM30 & AIR100-15-140-DM37, Policy Memo AFS-360_2016-03-02 & Order N 8900.362, Policy Memo AIR100-15-130-PM10, & Policy Memo, AIR-100-14-130-GM27

Mandated by 14 CFR 91.225 & 91.227.

Reference: https://www.faa.gov/nextgen/equipadsb/installation/equipment/ for FAA approved v2 ADS-B Out avionics.

For FAA operations only: TSO-C129 and TSO-C196 GPS receivers are covered by FAA Exemption 12555. For the use of Selective Availability (SA) unaware (unaware of the current status of SA (deactivated)) GPS units in ADS-B Out installations, which requires use of the ADS-B Service Availability Prediction Tool (pre-flight availability verification tool that predicts the ability of an aircraft to meet the requirements of 14 CFR 91.227(c)(1)(i) and (iii) along a given route of flight), this would require an update to the AFM limitations to ensure that ADS-B operations are not commenced or continued unless satellite availability for the route has been confirmed using the FAA SAPT tool.

TCCA AC 700-009 (operational) / FAA AC 20-165B / EASA AMC 20-24 & CS-ACNS / AIP CANADA (ICAO) Part 2 Enroute (ENR) Section 1.6.3

ADS-B is not being mandated in Canada in the near term. It is acknowledged that ADS-B technology will supplement the current ground-based radar surveillance system and may eventually replace it to some extent, however, the intent of not mandating the ADS-B system is to allow owners and operators to volunteer their participation in a surveillance system where NAV CANADA will offer ADS-B and to benefit from its advantages.

All aircraft that emit position information using a 1090 MHz extended squitter (1090ES) may be provided surveillance separation services, provided they meet the airworthiness compliance requirements defined in: 1. EASA AMC 20-24; or 2. EASA CS ACNS; or 3. FAA 14 CFR 91.227 or AC 20-165A (or replacement); or 4. Configuration standards reflected in Appendix XI of Civil Aviation Order 20.18 of the Civil Aviation Safety Authority of Australia.

ADS-B Out systems that are unable to meet the above requirements must disable ADS-B transmission unless: 1. the aircraft always transmits a value of 0 (zero) for one or more of the position quality indicators (NUCp, NIC, NAC or SIL); or 2. the operator has received an exemption from NAV CANADA.

This is essentially what TCCA will certify to and depends somewhat on how extensively the applicant wants the system certified. For strictly North American operations it will likely just be FAA and follow AC 20-165B. If the aircraft will be operated in Europe as well then it will probably be a combination of FAA and EASA.

The Certification Authorities for Transport Airplanes (CATA) quadrilateral group developed this spreadsheet as a working tool to assist in identification of certification guidance harmonization opportunities for avionics technologies. The CATA recognize the value of this spreadsheet to industry, since it provides a single-source summary of certification guidance. The spreadsheet provides a current view of related guidance materials for the listed technologies, provided to industry as a convenience. Industry should always verify the accuracy and applicability of the referenced materials, since they may change over time.

Surveillance Enabler Description Guidance Notes Enveloped Requirements to Comply with all Authorities

Space-based ADS-B Out Enables global air traffic

surveillance and automation processing

ANAC TBD - Designed to function with the following avionics: -RTCA DO-260B (EUROCAE ED-102A) MOPS for 1090 MHz Extended Squitter ADS-B, Class A1: 125 W with two antennas (top antenna required for satellite coverage). Note – Almost all commercial aircraft equipage is ≥ 200 W. - System accommodates other existing and future ADS-B message standards: DO-260 (Link Version 0), DO-260A (Link Version 1), and DO-260C (under development). -Not designed to support 978 MHz Universal Access Transceiver (UAT). -(Proposal in Canada) Include all parameters as specified in "Values to Comply with All Authorities," ref. the App. A-ADS-B Out Parameters Tab.

EASA FAA

TCCA TBD

Nav Canada is a partner on the Aerion Space Based ADS-B system using ADS-B receivers on Iridium satellites to provide global ADS-B coverage..

ADS-B In - Airborne/Ground Cockpit Display of Traffic

Information (CDTI) Improves awareness of other traffic

ANAC FAA AC 20-172B Follow AC 20-172B EASA TBD, ETSO-C195b ADS-B In isn't covered by EPAS 2018-2022.

FAA AC 20-172B, TSO-C195b / 90-114A Chg 1 (operational)

If an aircraft installation includes ADS-B In without ADS-B Out, the airplane won’t be able to receive ADS-R or TIS-B data. The airplane will only be able to get direct ADS-B traffic (air-to-air) via 1090 MHz link and FIS-B data, because they won’t be able to broadcast (via ADS-B Out) their ADS-B In capability (FAA only provides TIS-B and ADS-R to aircraft that indicate they are ADS-B In capable). The only time the aircraft may receive TIS-B and ADS-R is if they are close to an ADS-B Out aircraft and can “borrow” their ADS-R/TIS-B data.

TCCA FAA AC 20-172B

ADS-B In - In-Trail Procedure (ITP)

Improves oceanic in-trail climb/descent

ANAC FAA AC 20-172B Follow AC 20-172B EASA TBD, ETSO-C195b ADS-B In isn't covered by EPAS 2018-2022. FAA AC 20-172B, TSO-C195b / 90-114A Chg 1 (operational) TCCA FAA AC 20-172B

ADS-B In - ADS-B Traffic Advisory System (ATAS)

Displays and alerts crew to airborne conflicts independent of

Traffic Alert and Collision Avoidance System (TCAS)

ANAC FAA AC 20-172B Where alerts are integrated, the recommendations from FAA AC 20-172B have been followed.

Follow AC 20-172B

EASA TBD, ETSO-C195b ADS-B In isn't covered by EPAS 2018-2022. FAA AC 20-172B, TSO-C195b / 90-114A Chg 1 (operational) TCCA FAA AC 20-172B

ADS-B In – Flight-deck Interval Management (FIM)

Provides higher performance along-track guidance, control, indications, and alerts for enroute and terminal

operations (single runway/coincident routes)

ANAC TBD Follow Future AC 20-172C (TBD) EASA TBD ADS-B In isn't covered by EPAS 2018-2022.

FAA AC 20-172C (TBD) For ADS-B In – Interval Management applications, an issue paper should be initiated to establish the method of compliance. TCCA

ADS-B In – Advanced-Interval Management (A-IM)

Provides guidance information for aircraft participating in paired approaches to closely spaced

parallel runways and crossing and converging runways (non-

coincident routes). Incorporates

ANAC TBD Follow Future AC 20-172C (TBD) EASA TBD ADS-B In isn't covered by EPAS 2018-2022.

FAA AC 20-172C (TBD) For ADS-B In – Interval Management applications, an issue paper should be initiated to establish the method of compliance. TCCA

The Certification Authorities for Transport Airplanes (CATA) quadrilateral group developed this spreadsheet as a working tool to assist in identification of certification guidance harmonization opportunities for avionics technologies. The CATA recognize the value of this spreadsheet to industry, since it provides a single-source summary of certification guidance. The spreadsheet provides a current view of related guidance materials for the listed technologies, provided to industry as a convenience. Industry should always verify the accuracy and applicability of the referenced materials, since they may change over time. Communication Enabler Description Guidance Notes

Voice Channel Spacing (VCS) (8.33 KHZ) (European

Mandate)

Increase to the number of available communication channels by

splitting the VHF band from 25 kHz to 8.33 kHz spacing

ANAC

EASA CS-ACNS – Subpart B – Section 1 ICAO Annex 10, Volume III, Part 2 (up to Amendment No 85). Mandated by IR (EU) 1079/2012.

FAA TCCA CS-ACNS – Subpart B – Section 1

Satellite Voice Communications

Provides voice communication for oceanic and remote operations

ANAC FAA AC 20-150B EASA ETSO-C132a, ETSO-C159c FAA AC 20-150B TCCA FAA AC 20-150B

ATN B1 with VDL Mode 2 (European Mandate)

Provides for domestic data link clearances in European airspace

ANAC FAA AC 20-140C

EASA CS-ACNS – Subpart B – Section 2, ETSO-C160a Mandated by IR (EU) No 29/2009 and 2015/310. Ref. EPAS 2018-2022 - RMT.0524

FAA AC 20-140C, TSO-C160a, Policy Memo AIR-6B0-17-6B0-DM281 / AC 90-117 (operational)

For the VDL M2 sub-network designator, equipment approved under a previous TSOA (i.e., TSO-C160a (or TSO-C160 with TSO-C160a multi-frequency capabilities) may receive the associated designator.

TCCA FAA AC 20-140B

FANS 1/A+

Provides for domestic and oceanic data link clearances and surveillance transfer of

communications in North Atlantic airspace

ANAC FAA AC 20-140C An IP is no longer required with release of FAA AC 20-140C. EASA FAA AC 20-140C

FAA AC 20-140C, TSO-C132a, TSO-C159c, TSO-C160a, Policy Memo AIR-6B0-17-6B0-DM281 / AC 90-117 (operational)

For the SATCOM (Classic Aero & SBD) and VDL M2 sub-network designators, equipment approved under a previous TSOA (i.e., TSO-C132a or earlier revision, TSO-C159c or earlier revision, TSO-C160a (or TSO-C160 with TSO-C160a multi-frequency capabilities), as applicable) may receive the associated designator.

TSO-C132a, TSO-C159c, and TSO-C160a for the SATCOM and VDR equipment classify the failure of the function as a minor failure condition. However, AC 20-140C specifies that the integrated data comm. system must detect the corruption of a data message and mitigate the undetected corruption of a data message with a DAL commensurate to a major hazard (i.e. Level C).

Per AC 20-140C no automation for flight plan modification is still acceptable, however, if the aircraft does not include automation (i.e. functional integration) then the applicant will need to demonstrate compliance with both 14 CFR 25.771(a) and 14 CFR 25.1523. However, note that the US intends to allow only FANS 1/A+ (with automation) to operate in the US NAS (Reference AC 90-117 Data Link Communications).

TCCA

Multiple Data Link Capabilities (Multiple Stack)

Data link system meeting various performance criteria to support ATS (i.e., ATN B1 & FANS 1/A+, ATN B1 & B2, ATN B1 & B2 & FANS 1/A+, B2 & FANS 1/A+)

ANAC FAA AC 20-140C

EASA CS-ACNS – Subpart B – Section 2 (ACNS.B.DLS.B1.015) covers ATN B1 & FANS 1/A+ FAA AC 20-140C TCCA

Baseline 2 Provides clearances, terminal information, and Initial Trajectory

Operations

ANAC FAA AC 20-140C

EASA EUROCAE standards ED-228A and ED-229A RMT.0524 is developing material for CS-ACNS

FAA AC 20-140C, TSO-C160a, Policy Memo AIR-6B0-17-6B0-DM281 / AC 90-117 (operational)

For the VDL M2 sub-network designator, equipment approved under a previous TSOA (i.e., TSO-C160a (or TSO-C160 with TSO-C160a multi-frequency capabilities) may receive the associated designator.

For B2 data link communication systems that do not support Dynamic RNP or Interval Management services, an issue paper should be initiated to establish the method of compliance.

TCCA ANAC FAA AC 20-160A EASA

The Certification Authorities for Transport Airplanes (CATA) quadrilateral group developed this spreadsheet as a working tool to assist in identification of certification guidance harmonization opportunities for avionics technologies. The CATA recognize the value of this spreadsheet to industry, since it provides a single-source summary of certification guidance. The spreadsheet provides a current view of related guidance materials for the listed technologies, provided to industry as a convenience. Industry should always verify the accuracy and applicability of the referenced materials, since they may change over time. Communication Enabler Description Guidance Notes

Data Link Recording Provides guidance for compliance with airworthiness standards for onboard recording of CPDLC FAA AC 20-160A

A CVR update for recording of data link communications is required for any newly installed data link system (AC 20-160A/TSO-C177a (or earlier revision)/14 CFR 25.1457 at Amdt. 25-124) unless the date of manufacture for the aircraft and the date of CPDLC design approval (e.g., FANS 1/A) for the make, model, and series of that aircraft is before the effective date of the data link recording rule then data link recording is not required for the life of the aircraft.

TCCA

The Certification Authorities for Transport Airplanes (CATA) quadrilateral group developed this spreadsheet as a working tool to assist in identification of certification guidance harmonization opportunities for avionics technologies. The CATA recognize the value of this spreadsheet to industry, since it provides a single-source summary of certification guidance. The spreadsheet provides a current view of related guidance materials for the listed technologies, provided to industry as a convenience. Industry should always verify the accuracy and applicability of the referenced materials, since they may change over time. Low Visibility Operations Enabler Description Guidance Notes

Head-Up Display (HUD)/Instrument Landing System (ILS)

Reduces minimums at qualifying runways

ANAC AC 25-11B ANAC IP has been issued to provide a harmonized guidance for ILS approach CAT II considering FAA AC 20-129A and EASA CS-AWO.

EASA CS-AWO, AMC 25-11 (CS-25 Amdt 17) / Future CS-AWO Issue 2 Ref. NPA 2018-06

FAA AC 25-11B Apdx F, AC 20-191 (TBD), TSO-C210 / AC 120-118, Order 8400.13E (operational)

AC 20-191/120-118 will replace AC 120-28D/120-29A which currently includes guidance for CAT I/II/III and low visibility T/O airworthiness and operational criteria.

TCCA FAA AC 25-11B / EASA AMC 25-11

Enhanced Flight Vision System (EFVS)

Uses enhanced flight visibility to continue approach below minimums

ANAC FAA AC 20-167A

EASA TBD (CRI) / Future CS-AWO Issue 2 AMC 25-11 (CS-25 Amdt 17) does not provide operational credit. Ref. NPA 2018-06

Expand operational use of EFVS (for landing)

FAA AC 20-167A / AC 90-106A (operational)

AC 20-167A includes guidance for EVS, CVS, SVS, EFVS (EVS does not require a HUD and does not provide operational credit; EFVS requires a HUD and provides operational credit).

With the amendment (25-144) to 14 CFR 25.773 (adding paragraph (e)) effective 3/21/2017, the special conditions for EVS/EFVS are no longer necessary.

EFVS using a head worn display (HWD) would require a MOC IP. TCCA AC 20-167A / AC 90-106A

Synthetic Vision Guidance System (SVGS)

Installation guidance for use of SVGS for decision altitudes as low

as 150 ft

ANAC FAA AC 20-185 EASA TBD / Future CS-AWO Issue 2 Ref. NPA 2018-06

FAA AC 20-185A (TBD) With the amendment (25-144) to 14 CFR 25.773 (adding paragraph (e)) effective 3/21/2017, the special conditions for SVS/SVGS are no longer necessary. TCCA TBD (In progress)

Ground-Based Augmentation System (GBAS) Landing System

(GLS) II/III

Provides autoland in very low visibility

ANAC AC 20-138D, TBD

DECEA, that is responsible for the Bazilian airspace control, has been developing and implementing a GBAS station at Galeao Airport in Rio de Janeiro. The GBAS station is working, however, some challenges (ionospheric threat) prevents full use for approach purposes.This is the only GBAS facility in Brazil.

EASA TBD / Future CS-AWO Issue 2

Development of the requirements for the use of GBAS augmented GNSS to support CAT I/II/III operations (EPAS 2018-2022 - RMT.0682 - Implementation of the regulatory needs of the SESAR common projects). CS-AWO Issue 2 resulting from NPA 2018-06

FAA AC 20-138D, AC 20-138E (TBD), AC 20-191 (TBD) / AC 120-118 (operational)

For CAT I/II/III GLS autoland, rollout and/or takeoff an issue paper should be initiated to establish the method of compliance (MOC). AC 20-138D Change 2 provides the guidance for CAT I GLS approach. An issue paper is needed to establish the MOC for CAT II/III GLS approaches. Guidance for CAT II/III will be incorporated into AC 20-191 & 120-118. Guidance for CAT I will be in AC 20-138E.

TCCA

The Certification Authorities for Transport Airplanes (CATA) quadrilateral group developed this spreadsheet as a working tool to assist in identification of certification guidance harmonization opportunities for avionics technologies. The CATA recognize the value of this spreadsheet to industry, since it provides a single-source summary of certification guidance. The spreadsheet provides a current view of related guidance materials for the listed technologies, provided to industry as a convenience. Industry should always verify the accuracy and applicability of the referenced materials, since they may change over time. Flight Deck Enhancements Enabler Description Guidance Notes

Electronic Flight Bag

Allows electronic access to paper products and other applications. Inclusion is based on intended

function.

ANAC FAA AC 20-173 (Airworthiness) IS 91-002 (Operational) EASA AMC 20-25 Opinion 10/2017 - Transposition of provisions on electronic flight bag from ICAO Annex 6

FAA AC 20-173 / AC 120-76D (TBD) (operational) An IP for Class 3 EFB projects is no longer required. The guidance is covered in AC 20-173/120-76D. Note that an IP for Class 2 EFB provision projects is no longer required if the power disconnect switch is located away from the EFB/PED or cradle.

TCCA AC 700-020 (operational)

FIS-B

Provides weather and aeronautical information in the cockpit for

enhanced situation awareness of flight conditions

ANAC FAA AC 20-149B, FAA AC 25-11B Apdx G EASA AMC 25-11 Chapter 7, ETSO-C157b, ETSO-C154c FAA AC 20-149B, AC 25-11B Apdx G, TSO-C157b, TSO-C154c

TCCA FAA AC 20-149B

Synthetic Vision Systems Displays a synthetic vision image of the external scene topography to

the flight crew

ANAC FAA AC 20-167A EASA Future CS-AWO Issue 2 Ref. NPA 2018-06

FAA AC 20-167A / Future AC 20-185A (TBD - will contain all SVS/SVGS guidance. SVS guidance currently published in AC 20-167A will be moved to AC 20-185A) With the amendment (25-144) to 14 CFR 25.773 (adding paragraph (e)) effective 3/21/2017, the special conditions for SVS/SVGS are no longer necessary.

TCCA FAA AC 20-167

Airborne Access to System Wide Information Management (AAtS)

Provide flight crews with access to the System Wide Information Management (SWIM) over non aeronautical frequency band.

ANAC AC 20-177 EASA N/A FAA AC 20-177, TSO-C207a

TCCA

Airborne Collision Avoidance System

(ACAS-X)

Improves airborne collision avoidance performance with fewer

nuisance alerts

ANAC TBD EASA TBD FAA TBD TCCA

Parameter Values to Comply with All Authorities To Comply with EASA Only To Comply with TCCA Only* To Comply with FAA or ANAC Only Length and width of the aircraft R R O R Latitude and longitude R R R R Barometric pressure altitude R R R R Velocity R R O R TCAS II or ACAS is installed & operating in a mode that can generate resolution advisories R R O R If a resolution advisory is in effect when an operable TCAS II or ACAS is installed R R O R Mode 3/A transponder code R R O R Aircraft Identification (the aircraft’s call sign) R R R R An emergency, radio, communication failure, or unlawful interference indication R R R R ‘‘IDENT’’ indication (SPI) R R R R Assigned ICAO 24-bit address R R R R Emitter category R R O R ADS–B In capability R O O R Geometric altitude R R O R Navigation Accuracy Category for Position (NACP) R ≥ 8 R ≥ 7 R R ≥ 8 Navigation Accuracy Category for Velocity (NACV) R ≥ 1 R ≥ 1 O R ≥ 1 Navigation Integrity Category (NIC) R ≥ 7 R ≥ 6 R R ≥ 7 System Design Assurance (SDA) R ≥ 2 R ≥ 2 O R ≥ 2 Source Integrity Level (SIL) R = 3 R = 3 R R = 3 Version number R =2 R =2 R R =2 Geometric Vertical Accuracy (GVA) R R O O Vertical rate R (if available) R (if available) O O GNSS antenna offset R R O O Selected altitude R (if available) R (if available) O O Barometric pressure setting R (if available) R (if available) O O Selected heading O O O O

R=Required/O=Optional

*Nav Canada accepts EASA AMC 20-24 non-radar area ADS-B minimum requirements. ADS-B Out is not mandated, but those aircraft so equipped can be better served in the current, ground-based ADS-B coverage area (Hudson Bay, Northeast and Oceanic near Greenland).

ADS-B Out Guidance Comp: Includes a comparison of EASA CS-ACNS (incl. BOOK1/BOOK 2 – Subpart D – Section 4, Appendix H (Part 1-6), and Appendix I) and AC 20-165B (incl. Appendix A-D)/ § 91.227. Guidance/requirements in green are the same or consistent, guidance/requirements in black are additional info. that does not conflict, but is not specified in the other guidance document/regulation, and guidance/requirements in red are different guidance or requirements. Clarification has been provided in brackets.

CS-ACNS - BOOK 2 - Subpart D - Section 4 - 1090 MHz Extended Squitter ADS-B Out GM1 ACNS.D.ADSB.001 Applicability With respect to 1090 MHz ES ADS-B Out installations, the material in this section is to a large degree in line with the corresponding FAA AC 20-165A [also applies to AC 20-165B] material. Differences between the two documents are listed in Appendix J . This guidance may be of use when showing of compliance with both documents is required. The requirements of CS ACNS.D.ADSB fully cover (and exceed) the requirements of AMC 20-24 (Certification Considerations for the Enhanced ATS in Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) Application via 1090 MHz Extended Squitter). Therefore, aircraft that comply with CS ACNS.D.ADSB also comply with AMC 20-24 but not vice versa. The approval of on-board systems receiving and processing ADS-B messages in support of air-to-air applications is outside the scope of Subpart D section 4. Note: In accordance with EU Regulation No 1207/2011, aircraft having a maximum take off mass greater than 5 700 kg or a maximum cruising true airspeed greater than 128.6 m/s (250 knots) and operating flights as general air traffic in accordance with instrument flight rules in the airspace within the ICAO EUR and AFI regions where EU Member States are responsible for the provision of air traffic services are to be compliant with CS ACNS Book 1 Subpart D section 4.

AMC1 ACNS.D.ADSB.010 ADS-B Out system approval Equipment Qualification For equipment qualification, refer to AMC1 ACNS.D.ADSB.030 through to AMC1 ACNS.D.ADSB.090. The ADS-B Out functionality should be demonstrated by ground testing, using ramp test equipment where appropriate, that verifies during nominal system operation, the correctness of the aircraft derived surveillance data contained in the ADS-B messages, and the functioning of system monitoring tools/fault detectors including any ADS-B self-test features.

AMC1 ACNS.D.ADSB.020(a-b) ADS-B Out data parameters During ADS-B Out system installation testing, all the parameters that are broadcast should be demonstrated to be correct for each installed ADS-B transmit unit, i.e. the transmitted data should be in line with the respective source data.

AC 20-165B - Airworthiness Approval of Automatic Dependent Surveillance - Broadcast Out Systems 1.1.2 Intent of This AC. This AC is primarily intended for installations compliant with the aircraft requirements of Title 14 of the Code of Federal Regulations 14 CFR 91.225 and § 91.227. Airworthiness compliance will be evaluated based on the applicable intended function rule (such as §§ 23.1301, 25.1301, 27.1301, or 29.1301) recognizing that the intended function is to meet the equipment requirements in §§ 91.225 and 91.227. It is possible to receive airworthiness approval for your ADS-B OUT system with a different intended function; however, we strongly discourage this type of installation unless it is in accordance with the criteria for ADS-B OUT in foreign non-radar airspace (for example, Approved Means of Compliance (AMC) 20-24, Certification Considerations for the Enhanced ATS in Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) Application via 1090 MHZ Extended Squitter). Applicants using this AC to install ADS-B systems that are not compliant with §§ 91.225 and 91.227 must follow all aspects of this AC or propose alternate means, as appropriate, to the Federal Aviation Administration (FAA). 1.5.1 (Scope) This AC only addresses the installation of ADS-B OUT systems. Installation guidance for ADS-B IN can be found in the latest version of AC 20-172, Airworthiness Approval for ADS-B In Systems and Applications. Installation guidance for Flight Information Services -Broadcast (FIS-B) can be found in the latest version of AC 20-149, Installation Guidance for Domestic Flight Information Services -Broadcast...

4.1.1 (Ground Test) System Interface Testing. Verify the installed ADS-B equipment meets its intended function and transmits the appropriate information from each of the interfaced systems (including the position source, barometric altitude source, heading source, TCAS II, pilot interface, etc). Coordinate with local ATC before broadcasting over the air to prevent being a source of interference to ATC or ADS-B IN equipped aircraft in the area. For example, transmitting airborne position reports with simulated airborne altitudes while on the surface will produce false targets for the ATC surveillance systems or airborne ADS-B IN equipped aircraft. 4.1.3 (Ground Test) Rule Compliance. Ensure the ADS-B system meets the requirements of § 91.227. 4.1.8 (Ground Test) Self Test. Evaluate the ADS-B self-test features (if provided) and failure mode annunciations to ensure the pilot is able to determine whether the system is functioning properly. 4.1.3.2 (Ground Test) Parameters. Per § 91.227(d), ensure the following parameters are properly populated and transmitted. 4.1.3.2.1 The length and width of the aircraft; 4.1.3.2.2 An indication of the aircraft's latitude and longitude; 4.1.3.2.3 An indication of the aircraft's barometric pressure altitude; 4.1.3.2.4 An indication of the aircraft's velocity; 4.1.3.2.5 An indication if TCAS II or ACAS is installed and operating in a mode that can generate resolution advisory alerts; 4.1.3.2.6 If an operable TCAS II or ACAS is installed, an indication if a resolution advisory is in effect; 4.1.3.2.7 An indication of the Mode 3/A transponder code specified by ATC; 4.1.3.2.8 An indication of the aircraft's call sign that is submitted on the flight plan, or the aircraft's registration number, except when the pilot has not filed a flight plan, has not requested ATC services, and is using a TSO-C154c self-assigned temporary 24-bit address [CS only recongnizes 1090 ES for the ADS-B Out data link] ; 4.1.3.2.9 An indication if the flightcrew has identified an emergency, radio communication failure, or unlawful interference; 4.1.3.2.10 An indication of the aircraft's “IDENT” to ATC; 4.1.3.2.11 An indication of the aircraft assigned ICAO 24-bit address, except when the pilot has not filed a flight plan, has not requested ATC services, and is using a TSO-C154c self-assigned temporary 24-bit address [CS only recongnizes 1090 ES for the ADS-B Out data link] ; 4.1.3.2.12 An indication of the aircraft's emitter category; 4.1.3.2.13 An indication of whether an ADS-B In capability is installed [Not required by CS] ; 4.1.3.2.14 An indication of the aircraft's geometric altitude; 4.1.3.2.15 An indication of the Navigation Accuracy Category for Position (NACP); 4.1.3.2.16 An indication of the Navigation Accuracy Category for Velocity (NACV); 4.1.3.2.17 An indication of the Navigation Integrity Category (NIC); 4.1.3.2.18 An indication of the System Design Assurance (SDA); and 4.1.3.2.19 An indication of the Source Integrity Level (SIL).

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AMC1 ACNS.D.ADSB.020(a-b) ADS-B Out data parameters (cont.) The Emitter Category, Aircraft Length and Width and GPS Antenna Offset parameters might be either configured as a fixed value during ADS-B Out system installation, or provided via a variable data interface. In both cases [AC 20-165B specifies that these parameters be set at installation] , during installation, the respective settings should be verified to be correctly set.

3.2.3.2 (Installation)Aircraft Length and Width. This parameter must be configured during installation... 3.2.3.4 (Installation) Emitter Category. Set emitter category per manufacturer instructions... 3.8.4.1 (Installation) GNSS Antenna Offset and Position Offset Applied (POA). Although not required to comply with § 91.227 [Required by CS] , it is highly encouraged for ADS-B equipment manufacturers to provide instructions to installers for setting this parameter and for installers to configure the offset during installation.

Additional Guidance not Addressed in CS-ACNS 4.1.3.4 (Ground Test) Barometric Altitude Accuracy. Validate that the barometric altitude transmitted from the ADS-B system is accurate to within 125 feet. If the aircraft has a transponder installed, you must also validate that the ADS-B barometric altitude matches the transponder barometric altitude.

AMC1 ACNS.D.ADSB.020(a-b) ADS-B Out data parameters (cont.) The ADS-B Horizontal Position System Design Assurance (SDA) parameter indicates the probability of an ADS-B Out system malfunction causing false or misleading position information or position quality metrics to be transmitted. SDA may be pre-set at installation for systems that do not utilise multiple position sources with different design assurance levels, otherwise the system should be capable of adjusting the SDA broadcast parameter to match the position source being employed at the time of transmission. ADS-B transmit equipment that is compliant with AMC1 ACNS.D.ADSB.030 and that is directly connected to a position source compliant with AMC1 ACNS.D.ADSB.070 may set the SDA to ‘two’ without further analysis.

3.1.2 (Installation) System Safety Assessment. The ADS-B System Design Assurance (SDA) parameter indicates the probability of an ADS-B system malfunction causing false or misleading position information or position quality metrics to be transmitted. SDA may be preset at installation for systems that do not use multiple position sources with different design assurance levels; otherwise the system must be capable of adjusting the SDA broadcast parameter to match the position source being employed at the time of transmission. 3.1.2.1 (Installation)Compliant Architecture. 3.1.2.1.1 (Installation) ADS-B equipment that meets the minimum performance requirements of TSO-C166b or TSO-C154c [CS only recongnizes 1090 ES for the ADS-B Out data link] and is directly connected to a position source meeting the minimum performance requirements of any revision of the following TSOs may set the SDA = 2 without further analysis: - TSO-C129 [TSO-C129a is the minimum in CS-ACNS] , Airborne Supplemental Navigation Equipment Using the Global Positioning System (GPS); - TSO-C145, Airborne Navigation Sensors Using The Global Positioning System (GPS) Augmented By The Satellite Based Augmentation System (SBAS); - TSO-C146, Stand-Alone Airborne Navigation Equipment Using the Global Positioning System (GPS) Augmented By the Satellite Based Augmentation System (SBAS); or - TSO-C196, Airborne Supplemental Navigation Sensors for Global Positioning System Equipment using Aircraft-Based Augmentation.

AMC1 ACNS.D.ADSB.020(a-b) ADS-B Out data parameters (cont.) For more complex ADS-B installations, a system safety assessment is required to set the SDA. Basically, the lowest design assurance level of one system in the horizontal position data transmission chain should define the SDA value. Additional guidance material on the required surveillance data parameters are provided in Appendix H Part 1 and Part 2. Appendix H Part 6 provides matrices of the so-called BDS register fields as used by the 1090 ES ADS-B transmit unit to broadcast the ADS-B Out parameters. These matrices detail the ADS-B Out data requirements at data field level for general understanding and in support of integration testing, as appropriate. If installations transmit ADS-B Out data that do not meet some requirements of the Subpart D Section 4, the respective data should only be transmitted with a ‘zero’ quality indication (if a quality indication is defined in the ADS-B Out transmit system).

3.1.2.1.2 (Installation) For installations in aircraft with more complex system architectures, a system safety assessment, as described below, is required to set the SDA. Installations of uncertified ADS-B systems must set SDA = 0 with the following exception: experimental category aircraft, including experimental light-sport aircraft (E-LSA) (Part 91 aircraft), may install unapproved equipment and set the SDA in accordance with the equipment manufacturer’s installation manual, provided the equipment has a statement of compliance to the performance requirements of § 91.227), from the equipment manufacturer(s). 3.1.2.2.1 (Installation) ADS-B systems using position sources not listed in section 3.1.2.1 or systems with intermediary devices such as data concentrators must accomplish a system safety assessment and set the SDA according to the results of the assessment. Systems integrated through a highly integrated data bus architecture must complete the system safety assessment. The system safety assessment must demonstrate that the installed system meets all TSO-C166b or TSO-C154c [CS only recongnizes 1090 ES for the ADS-B Out data link] requirements to set the SDA = 2 or 3. This can be accomplished using the methods, for example, as described in— - AC 25.1309-1(), System Design and Analysis; - AC 23.1309-1(), System Safety Analysis and Assessment for Part 23 Airplanes; - SAE International (SAE) Aerospace Recommended Practice (ARP) 4761, Guidelines and Methods for Conducting the Safety Assessment Process on Civil Airborne Systems and Equipment; or - SAE ARP 4754A, Guidelines for Development of Civil Aircraft and Systems. 3.1.2.2.2 (Installation) If the system contains different design assurance levels for hardware and software, the worst-case design assurance level should be used. For example, if the hardware assurance level is C, and the software assurance level is B, the SDA would indicate the system has been qualified commensurate with a Major failure condition. If the ADS-B system is integrated with a noncompliant GPS, (for example, a GPS not compliant with §3.1.2.1), the SDA must be set to “0”.

Additional Guidance not Addressed in CS-ACNS


3.1.2.3 (Installation) Existing Equipment Design Assurance. The aircraft installation may make use of some equipment certified for use with an existing transponder system. There is no intent for this safety assessment to drive the replacement of existing altimetry, flightcrew controls, heading instruments, or antennas. In contrast, the position source installation must be compliant with the guidance in this AC, including design assurance considerations.

AMC1 ACNS.D.ADSB.025(a) Provision of data — Approved sources (a) See AMC1 ACNS.D.ADSB.070-090 for details on the approval of the respective data sources. (b) For transmission of optional data items, the following provisions should be considered: (1) Airspeed In case of a loss of GNSS horizontal velocity data, the ADS-B transmit unit normally switches to broadcast airspeed information (using subtypes 3 and 4 of register 0916). Therefore, if airspeed data is provided to the ADS-B transmit unit, it should be provided by an approved airspeed source that is providing data intended for use by the flight crew. An air data computer meeting the minimum performance requirements of holding an EASA equipment authorisation in accordance with ETSO-C106 (JTSO-C106) is an acceptable source. (2) Heading In case of a loss GNSS ground track and if heading is provided to the ADS-B transmit unit, the heading source should hold an EASA equipment authorisation in accordance with ETSO-C5e (JTSO-C5e) or any revision of ETSO-C6d (JTSO-C6d). (3) Other Data Parameters The Intent Change Flag should be set as appropriate to indicate the availability of information in the Mode S registers 4016 to 4216. If available, Selected Heading information should come from approved data sources. The 1090 ES IN capability field should be set correctly.

A.2.2 (Parameters) Airspeed. Optionally, true airspeed or indicated airspeed may be transmitted. The airspeed source should be approved to output airspeed data. An air data computer meeting the minimum performance requirements of TSO-C106 is one acceptable source. Do not interface an airspeed source to the ADS-B that has not been approved for cockpit display. 3.5 (Installation) Heading Source. 3.5.1 (Installation) Equipment Eligibility. For installations that integrate heading on the airport surface, the heading source must meet the minimum performance requirements of any revision of TSO-C5, Direction Instrument, Non-Magnetic (Gyroscopically Stabilized), or any revision of TSO-C6, Direction Instrument, Magnetic (Gyroscopically Stabilized). The equipment must have the appropriate installation and airworthiness approval. 3.11.1 (Installation - Foreign Airspace Requirements) Optional Parameters [Required by CS if available and in a suitable format] . If operations are planned in a country that requires parameters not mandated in the United States, such as selected heading and selected altitude, follow the ADS-B equipment manufacturer’s installation guidance to interface those parameters. 3.2.3.3 (Installation) ADS-B IN Capability. This parameter must [Not required by CS] be configured to indicate if the aircraft has an ADS-B IN system installed, and can process ADS-B messages to support at least one ADS-B IN application. For ease of installation, the parameter does not have to indicate the operational status of the ADS-B IN system. If the aircraft has both 1090ES ADS-B IN and UAT ADS-B IN systems installed, both the 1090ES ADS-B IN and UAT ADS-B IN capability should be set accordingly. A.2.1 (Parameters) ADS-B IN Capability. Two messages indicate the ADS-B IN status of the aircraft. The 1090 ADS-B IN message indicates if the aircraft has the ability to receive 1090ES ADS-B messages installed. The UAT ADS-B IN message indicates if the aircraft has the ability to receive UAT ADS-B messages installed. An indication of ADS-B IN capability is important because TIS-B and ADS-R services are provided specific to an aircraft’s position relative to other aircraft. The FAA may only provide complete TIS-B and ADS-R services to aircraft that indicate they are ADS-B IN capable. ADS-B IN capability is required to be transmitted by § 91.227 [Not required by CS] .

AMC1 ACNS.D.ADSB.025(c) Provision of data – Data quality indication and associated data 3.1.2 (Installation) System Safety Assessment. Data quality indications for the horizontal position containment bound (NIC) and horizontal position accuracy bound (NACp) should be …SDA may be preset at installation for systems that do not use multiple position sources with different design assurance levels; otherwise provided to the ADS-B transmit unit together with the corresponding horizontal position information within the same data set. the system must be capable of adjusting the SDA broadcast parameter to match the position source being employed at the time of Data quality indications for the horizontal position source integrity level (SIL) and system design assurance level (SDA) may be preset at transmission. installation. Systems that utilise multiple GNSS-based position sources with different design assurance levels or source integrity levels, 3.3.3.3 (Installation) Source Integrity Level (SIL). should be capable of adjusting the SDA and SIL quality indications to match the position source that is employed at the time of SIL is typically a static (unchanging) value and may be set at the time of installation if a single type of position source is integrated with the transmission. ADS-B system. The horizontal velocity accuracy bound (NACv) and vertical geometric altitude accuracy bound (GVA) should be dynamically provided to 3.3.3.7 (Installation) Navigation Accuracy Category for Velocity (NACV). the ADS-B transmit unit together with the corresponding velocity and geometric altitude information within the same data set. However, Set the NACV based on design data provided by the position source manufacturer. The NACV may be updated dynamically from the NACv and GVA may be also preset at installation. position source, or set statically based on qualification of the position source. For further guidance on the ADS-B data quality indicators, refer to AMC1 ACNS.D.ADSB.070(a). 3.3.3.9 (Installation) Geometric Vertical Accuracy (GVA).

Set the GVA based on design data provided by the position source manufacturer... AMC1 ACNS.D.ADSB.030 ADS-B Transmit unit installation 3.2.1 (Installation - ADS-B Equipment) Equipment Eligibility. To be approved, the ADS-B transmit unit should hold an EASA equipment authorisation in accordance with ETSO-C166b and ETSO-C112d, ADS-B equipment must meet the performance requirements specified in TSO-C166b or TSO-C154c [CS only recongnizes 1090 ES for the including any additional requirements as required to comply with the provision of the AMC’s to Subpart D section 4 (e.g. On-the-ground ADS-B Out data link] . A compliant installation must meet the requirements in § 91.227. To deviate from any rule requirements, you status determination and maximum NIC encoding). Where such additional requirements apply, it is expected that the ADS-B transmit unit must obtain a deviation approval from the FAA, in accordance with § 91.225(c) and § 91.227(f). Under those provisions, as specified in 14 manufacturer supplies compliance information through a Declaration of Design and Performance (DDP), or an equivalent document CFR 21.618, this requires showing that factors or design features provide an equivalent level of safety that compensates for the standards The broadcast of Selected Altitude and Barometric Pressure Setting are optional for equipment meeting ETSO-C166b and equipment from which a deviation is requested. should implement this optional functionality if available and in a suitable format [Not required by § 91.227] . 3.11.1 (Installation - Foreign Airspace Requirements) Optional Parameters [Required by CS if available and in a suitable format] . If using earlier versions of ETSO-C112( ), it should to be demonstrated that all applicable requirements from EUROCAE ED-102A have been If operations are planned in a country that requires parameters not mandated in the United States, such as selected heading and selected implemented. This can be achieved by a positive deviation of compliance to previous versions of EUROCAE ED-73 that have been altitude [incl. Barometric Pressure Setting] , follow the ADS-B equipment manufacturer’s installation guidance to interface those documented in the Declaration of Design and Performance (DDP). parameters.



3.2.2.1 UAT Systems With Mode S Transponders [CS only recongnizes 1090 ES for the ADS-B Out data link] . Do not install a UAT ADS-B OUT system with the capability to transmit a random 24-bit address in an aircraft that also has a Mode S transponder unless the random 24-bit feature is disabled. The ATC automation system would interpret the different 24-bit addresses as two separate aircraft, and alert controllers to a conflict that does not actually exist. 3.2.2.2. Mixed Transmit/Receive Classifications. TSO-C166b and TSO-C154c [CS only recongnizes 1090 ES for the ADS-B Out data link] allow Class A transmit-only and Class A receive-only equipment configurations. There are no restrictions for installing a certain class of receive equipment with a different class of transmit equipment. For example, a Class A3 transmit-only unit can be used in the same aircraft with a Class A1 receive-only unit. It is also acceptable to have a TSO-C166b transmitter and a TSO-C154c receiver and vice versa [CS only recongnizes 1090 ES for the ADS-B Out data link] . 3.2.2.3. Stand-Alone 1090ES Transmitters. RTCA/DO-260B, section 2.2.2.2, only allows Class A0 and B0 1090ES stand-alone (not integrated with a transponder) transmitters. This AC does not cover installation approval for class A0 or B0 1090ES transmitters because they are not compliant with § 91.227.

AMC1 ACNS.D.ADSB.040 Antenna Diversity [CS requires antenna diversity, AC 20-165 allows single bottom-mounted antenna] . [CS requires antenna diversity, AC 20-165 allows single bottom-mounted antenna] The 1090 ES data protocol includes a bit to indicate, at any time, if only one or both antennas (if installed) are functional. The 3.8.4.5 (Installation) Single Antenna Bit. corresponding parameter for the Single Antenna bit is contained in register 6516 (message element bit ‘30’) and should be set to the For aircraft using a single antenna, this parameter should be set to one, “True”. appropriate value. A.2.26 (Parameters) Single Antenna Bit. Note 1: For detailed guidance on the required antenna diversity as a function of aircraft maximum cruising true airspeed capability, refer This parameter indicates if the ADS-B equipment is transmitting through a single antenna. to AMC1 ACNS.D.ELS.065 [CS requires antenna diversity, AC 20-165 allows single bottom-mounted antenna] . Note 2: For further guidance on antenna installations, see CS ACNS.D.ELS.060, CS ACNS.D.ELS.065, AMC1 ACNS.D.ELS.060 and AMC1 ACNS.D.ELS.065. AMC1 ACNS.D.ADSB.055 Simultaneous operation of ADS-B transmit units Manual switching between transmitters is considered acceptable. Note: The requirement applies to ADS-B transmit units broadcasting on the same data link. It does not preclude simultaneous operation of dual link installations.

3.2.2.4 (Installation) Multiple ADS-B OUT Systems. If the aircraft has the ability to operate a 1090ES and a UAT ADS-B OUT system at the same time, the systems must have a single point of entry for the emergency code, IDENT, and Mode 3/A code. Neither system may use the anonymity (random address) feature. If dual ADS-B OUT systems of the same link are installed (for example, to increase dispatch reliability), the installation must preclude operation of both systems simultaneously...Note: Installation of dual 1090ES and UAT ADS-B IN capability is acceptable and encouraged. Also, dual systems must be the same version level; that is, if the 1090ES system meets the requirements of RTCA/DO-260B (version 2), the UAT system must meet the requirements of RTCA/DO-282B (version 2). Note: Installation of dual 1090ES and UAT ADS-B IN capability is acceptable and encouraged. Refer to AC 20-172() for ADS-B IN installation guidance.

AMC1 ACNS.D.ADSB.060 On-the-ground status Determination 3.10.2 (Installation) Air-Ground Status. For aircraft with retractable landing gear, the on-the-ground status determination is typically provided through a landing gear weight-on- For aircraft with retractable landing gear, the air-ground status determination is typically provided through a landing gear weight-on-wheels switch. For aircraft that have fixed-gear, the ADS-B Out system should be able to determine the air-ground status of the aircraft wheels (WOW) switch. For aircraft that have fixed gear, the ADS-B system must still be able to determine the air-ground status of the using other means. aircraft. Installations that provide a means to automatically determine air-ground status based on inputs from other aircraft sensors may Installations that provide a means to automatically determine on-the-ground status based on input from other aircraft sensors are be acceptable if they can be demonstrated to accurately detect the status. For example, air-ground status may be derived from WOW acceptable if they are demonstrated to accurately detect the status. Otherwise, ground status validation algorithms should be switch and GPS velocity; or GPS velocity, an airport database, and geometric altitude; or GPS velocity and airspeed. These algorithms implemented, using speed thresholds that match the typical aircraft’s rotation speed as closely as possible. should be tested and validated during the installation approval. It is noted that for the validation of a directly determined on-the-ground status that is not validated outside the ADS-B transmit function, validation against the aircraft’s typical rotation speed (rather than a fixed value of 50 m/s (100 knots)) might not have been tested in accordance with ETSO-C166b. If that is the case, it is expected that the ADS-B transmit unit manufacturer supplies compliance information through a Declaration of Design and Performance (DDP), or an equivalent document. Detailed guidance material is provided in Appendix I.



3.10.3 (Installation) Mode S Transponder Inhibit. TSO-C112d and TSO-C112e, Air Traffic Control Radar Beacon System/Mode Select (ATCRBS/Mode S) Airborne Equipment, requires Mode S transponders to inhibit the reply to Mode A/C/S all-call and Mode S-only all-call interrogations on the surface. Mode S transponders with ADS-B functionality will now remain “ON” during surface operations; thus it is imperative that you ensure the transponder interface to the air-ground status is installed correctly and that the transponder does not reply to Mode A/C/S all-call or Mode S-only all-call interrogations on the surface. Note: In deploying Airport Surface Detection Equipment version X (ASDE-X) at various airports, we have found transponder installations that have been improperly wired and therefore inappropriately respond to ATC and TCAS interrogations while on the airport surface.

AMC1 ACNS.D.ADSB.070 Horizontal Position and Velocity Data Sources 3.3.1 (Installation - Position Source) Equipment Eligibility. (a) GNSS Standards § 91.227 is performance based and does not require any specific position source [CS requires GNSS position source with TSO-C129a, or (1) Basic GNSS System Approval TSO-C196, or TSO-C145/ETSO-C146 approval] . The existing navigation equipment and airworthiness standards should be used; however, To be approved, the horizontal position and velocity data source should hold an EASA equipment authorisation in accordance with either they must be augmented to address the unique issues associated with ADS-B. A TSO authorization alone is not sufficient to ensure ADS-B ETSO-C129a, or ETSO-C196, or ETSO-C145/ETSO-C146, including the additional qualification requirements as specified in paragraph (2) compatibility. The position source must also comply with the performance requirements in 4.5.6 Appendix B of this AC. Compliance with below. the 4.5.6 Appendix B requirements may be documented in the position source manufacturer’s installation instructions. (2) Additional GNSS Receiver Qualification Requirements Note: Not all GNSS position sources will provide the same availability. Refer to 4.5.6 Appendix B for more information on GNSS availability. In order to fully address the standard associated with ADS-B Out, an ETSO authorisation alone may not be sufficient to ensure ADS-B The FAA recommends TSO-C145 or TSO-C146 position sources that meet the 4.5.6 Appendix B requirements to maximize availability and compatibility. The position and velocity source should also comply with the following requirements (i) to (vi). ensure access to the airspace identified in § 91.225 after January 1, 2020. It is expected that compliance with these requirements is demonstrated by the equipment manufacturer and documented in the Declaration of Design and Performance (DDP), or an equivalent document. Detailed guidance material on the qualification requirements is provided in Appendix H Part 5.

Additional Guidance not Addressed in CS-ACNS 3.3.2.6 (Installation) GPS/UAT Time Mark Synchronization [CS only recongnizes 1090 ES for the ADS-B Out data link] . When integrating a UAT with an external GPS, the design of the hardware time mark must be interoperable. Some GPS synchronize the leading edge of the time mark to the UTC second. Other GPS allow the time mark pulse to be asynchronous to the UTC second, then record the time of the leading edge in the digital data along with the position solution. The UAT equipment must support the GPS time mark design. If the UAT equipment and GPS do not share a common time mark design, the UAT equipment will not be properly synchronized with the ground system and other aircraft.

AMC1 ACNS.D.ADSB.070 Horizontal Position and Velocity Data Sources (cont.) (i) GNSS system must provide a latitude and longitude output. Note: ETSO-C129a does not cater for full compliance with this requirement. (ii) The horizontal position integrity containment should have been qualified as per Appendix H Part 5 paragraph 1; Note: Horizontal Uncertainty Level (HUL) information does not fulfil CS ACNS.D.ADSB.070. (iii) The maximum time to alert for the indication of a signal-in-space data integrity failure should be 10 seconds as per Appendix H in Part 5 paragraph 1; (iv) Navigation modes that would force the NIC value temporarily to ‘zero’ whilst the actual horizontal position integrity containment bound would meet the NIC requirements in Appendix H Part 3 Table 20, should not be installed. (v) The horizontal position source accuracy output should have been qualified as per Appendix H Part 5 paragraph 2; (vi) The horizontal position source latency and timing characteristics should have been documented (see Appendix H Part 5 paragraph 3);

3.3.3.1 (Installation) Latitude and Longitude. The ADS-B equipment must set the latitude and longitude based on the real-time position information provided by the position source. B.3.1 (Position Source Qualification - General) Position. The position source must provide a latitude and longitude output. Requirements and test procedures in TSO-C129/145/146/196 are sufficient and GNSS equipment with Technical Standard Order Authorization (TSOA) for the aforementioned TSOs require no additional qualification for the position output. B.3.4 (Position Source Qualification - General) Position Accuracy (Horizontal). The position source must have a horizontal position accuracy output, and the output must have been qualified during the system’s TSOA or design approval... B.3.5 (Position Source Qualification - General) Position Integrity (Horizontal). The position source must have a horizontal position integrity output qualified during the system’s TSOA or design approval. B.3.5.3 (Position Source Qualification - General) Integrity Fault. The position source must be able to identify, and output, an indication of an integrity fault. This indication should occur within 8 seconds [10 sec. requirement, but AC recommends 8 sec.] of output of an erroneous position. The position source manufacturer must provide information on how this integrity fault is output. B.3.12 (Position Source Qualification - General) Position Source Latency. The position source manufacturer must provide position source latency information...


AMC1 ACNS.D.ADSB.070 Horizontal Position and Velocity Data Sources (cont.) B.4.1 (Position Source Qualification - GNSS) Position. GNSS position sources must provide a latitude and longitude output... B.4.1.2 (Position Source Qualification - GNSS) TSO-C129a. ...Additional means of compliance for this TSO require GNSS manufacturers to substantiate that the latitude/longitude is output and referenced to WGS-84 coordinate system. B.4.2 (Position Source Qualification - GNSS) Position Source Latency. GNSS position source manufacturers must provide position source latency information. B.4.4 (Position Source Qualification - GNSS) Horizontal Position Integrity. GNSS position sources must have a horizontal position integrity (such as HIL or HPL) output qualified during the system’s TSOA or design approval to determine NIC. B.4.6 (Position Source Qualification - GNSS) Integrity Fault Alerts. GNSS position source manufacturers must provide design data on the maximum time the position source can take to indicate an integrity fault. If the fault indication is mode specific, data on all modes must be included. It is recommended that the indication of an integrity fault be provided within 8 seconds [10 sec. requirement, but AC recommends 8 sec.] across all modes. B.4.8. (Position Source Qualification - GNSS) Horizontal Position Accuracy. GNSS position sources should provide an HFOM output that was demonstrated during the position source’s design approval or during an installation approval.

AMC1 ACNS.D.ADSB.070 (cont.) B.3.8 (Position Source Qualification - General) Velocity Accuracy. (vii) The horizontal velocity accuracy output should have been qualified. If a dynamic horizontal velocity accuracy output is not provided, The position source should have a velocity accuracy output that was qualified in conjunction with the system’s TSOA or design approval. the transmitted horizontal velocity accuracy should be based on a worst case accuracy. If a dynamic horizontal velocity accuracy output is Instead of a dynamic output, the position source manufacturer may demonstrate a worst case velocity accuracy that can be assumed provided, the source should have been qualified for this quality indication accordingly as per Appendix H Part 5 paragraph 4. based on testing. A test for GNSS position sources is contained in the latest revision of AC 20-138, appendix 4. The position source In addition, a means should be provided to establish the condition when the horizontal velocity track angle accuracy exceeds plus/minus manufacturer may propose a test method for non-GNSS sources [CS requires GNSS-based position sources (GNSS/IRS systems are ‘eight’ degrees as per Appendix H Part 5 paragraph 4. recognized as acceptable)] or an alternate test for GNSS sources during the TSOA or design approval. (3) Interface Interoperability Aspects 3.3.2.2 (Installation) Position Source and ADS-B Equipment Interface. It should be verified that the position and velocity information (including their respective quality indicators) received from the source are Unless the ADS-B equipment manufacturer has analyzed the interface between the position source and the ADS-B equipment you are correctly interpreted by the ADS-B equipment. installing, and specifically listed the position source in the ADS-B equipment’s installation manual, you must provide an analysis of the (i) Horizontal Position Integrity Containment Bound interface between the position source and the ADS-B equipment that demonstrates the position, velocity, position accuracy, position Some approved horizontal position sources may incorrectly output horizontal position integrity containment bounds of less than 75 integrity, and velocity accuracy information taken from the position source is properly interpreted by the ADS-B equipment. When meters. In such cases, it is accepted that the transmit unit limits the NIC value to ’eight’. installing modifications to a position source, the installer must determine and test those portions of the ADS-B system that are impacted It is expected that the ADS-B transmit unit manufacturer supplies compliance information through a Declaration of Design and by the modification and ensure the ADS-B system is not adversely impacted. Performance (DDP), or an equivalent document. Note: This analysis will require engineering design data from the ADS-B equipment manufacturer and/or the position source (ii) Horizontal Velocity Format manufacturer. The position and velocity source manufacturer should provide information describing how the horizontal velocity information is output B.3.2 (Position Source Qualification - General) Horizontal Velocity. (i.e. in a ground speed/track angle format versus north/east velocity format) and the protocols used. The position source must output north/south and east/west velocities. We recommend the position source also output the velocity in a (4) Data Quality Indicator Testing ground speed and track angle format. By design and under nominal GNSS satellite constellation conditions, an ADS-B Out system that is compliant with CS ACNS.D.ADSB.070 B.4.11 (Position Source Qualification - GNSS) Horizontal Velocity. should meet the required values of the horizontal position NIC, NACp, SIL and horizontal velocity NACv quality indicators (refer to The position source must output north/south and east/west velocities. It is recommended the position source also output the velocity in a Appendix H Part 3 Table 20). ground speed and track angle format.


AMC1 ACNS.D.ADSB.070 (cont.) 3.3.2.1 (Installation) Installation Guidance. (b) Installation Guidance The position source must be installed in accordance with the applicable guidance. New GNSS position sources must be installed in The GNSS based position sources should be installed in accordance with FAA AC 20-138B (or later). accordance with AC 20-138(), Airworthiness Approval of Positioning and Navigation Systems. Note: EASA is developing GNSS installation guidance, once published, should be used instead of the FAA material [Update to CS-ACNS 3.3.2.3 Secondary Position Source. Subpart C upon release] . There is no requirement to have a secondary position source input. However, if you interface a secondary position source to the ADS-B (c) Multiple Position and Velocity Data Sources system, it must meet the requirements in 4.5.6 Appendix B of this AC. (1) Multiple Source Approval Note: If a position source is unable to provide § 91.227 accuracy and integrity values, it will not qualify the aircraft to operate in airspace Any position and velocity source that is interfaced to the ADS-B transmit unit, should meet the requirements of CS ACNS.D.ADSB.070. defined by § 91.225 after January 1, 2020. (2) Source Priority 3.3.2.4 Position Source Selection. If multiple horizontal position data sources are interfaced with the ADS-B transmit unit, priority should be given to the source that provides If multiple position sources (such as MMR/GPS, IRS/INS/ADIRU [CS requires GNSS-based position sources (GNSS/IRS systems are the best ADS-B performance with respect to the horizontal position integrity containment bound (NIC). recognized as acceptable)] or GPS1 & GPS2) are interfaced to the ADS-B equipment, source selection can be accomplished manually by A change of the selection between sources should only take place when the not selected source has exceeded the NIC performance of the the pilot, automatically by the aircraft’s navigation system, or by the ADS-B equipment. We discourage automatic selection of the ADS-B selected source for several seconds. position source based solely on the navigation source in use because operational requirements sometimes dictate a navigation source that (d) Interconnecting Avionics may not provide the best ADS-B performance. If the ADS-B equipment accomplishes the position source selection, it should do so in Interconnecting avionics between a horizontal position and velocity data source and the ADS-B transmit unit are not recommended. accordance with TSO-C166b or TSO-C154c. If multiple sources are interfaced to the ADS-B system, there should be a means for the If installed, interconnecting avionics should: flightcrew to readily determine which source is selected. Describing how this selection is performed in the AFM is one acceptable means (1) not output horizontal position and velocity data that has been blended with data from other sources; of compliance. (2) use GNSS horizontal velocity data to extrapolate the horizontal position data if extrapolation is deployed; and Note: TSO-C166b and TSO-C154c require the ADS-B equipment to use a single position source for the latitude, longitude, horizontal (3) maintain full source resolution of the horizontal position and velocity data. velocity, accuracy metrics, and integrity. Interconnecting avionics that do not comply with the above may dilute the horizontal position accuracy achieved with GNSS-based C.3.1 (Latency Analysis) Position Source to ADS-B Interface. sources, with detrimental effects on the usability of the ADS-B Out system. Directly connecting the position source to the ADS-B equipment is the preferred method of installation. Note: closely coupled GPS/IRS systems are not considered as interconnecting avionics C.4.1 (Latency Analysis) Recommendations for Reducing Latency.

Directly connect the position source to the ADS-B equipment.

AMC1 ACNS.D.ADSB.080 Data Sources as defined by Mode S Elementary and Enhanced Surveillance Mandated by EU No 1207/2011, 1028/2014 (amendment), & 2017/386 (amendment) in European Airspace. For ELS, follow CS-ACNS -(a) General Requirements Subpart D - Section 2. For EHS, follow CS-ACNS - Subpart D - Section 3 supplemented with AC 20-151C Section 2.3.10 & Appendix F (for For the requirements and general guidance on the data sources providing the Mode S Elementary and Enhanced surveillance parameters, populating) and B.21 (for testing) Vertical Intention Register. the following references to CS ACNS.D.ELS and CS ACNS.D.EHS apply: Parameters common to ADS-B mandates are addressed in Appendix H below. (1) Aircraft Identification: CS ACNS.D.ELS.(a)(3); (2) Mode A Code: CS ACNS.D.ELS.(a)(1); (3) SPI: CS ACNS.D.ELS.(a)(2); (4) Emergency Mode/Status: CS ACNS.D.ELS.(a)(1); (5) Pressure Altitude: CS ACNS.D.ELS.025; (6) MCP/FCU Selected Altitude: : AMC1 ACNS.D.EHS. (c)(1); (7) Barometric Pressure Setting:AMC1 ACNS.D.EHS.; (8) ACAS Operational/Resolution Advisory: AMC1 ACNS.D.ELS.015; and (9) ICAO 24 bit Address: CS ACNS.D.ELS.050. (b) Emergency Status When transmitting the Mode A emergency status codes, the additional specific bits should be set (see Appendix H , Part 1, Definition 10). (c) Pressure Altitude — NICbaro For aircraft with an approved, non-Gillham altitude source, the Barometric Altitude Integrity Code ‘NICbaro’ should be set to ‘one’. For aircraft where the pressure altitude that is based on a Gillham coded input that has not been cross-checked against another source of pressure altitude, the ‘NICbaro’ should be set to ‘zero’. Otherwise, the ‘NICbaro’ should be set to ‘one’. For general guidance on the ADS-B ‘NICbaro’ indicator that is associated with Pressure Altitude information, refer to Appendix H , Part 1, Definition 9.


AMC1 ACNS.D.ADSB.080 (cont.) (d) Vertical Rate The Vertical Rate information should come from the most accurate and steady source. In order to ensure that minimum performance requirements are met for Vertical Rate information, the following source prioritisation should be applied: - Hybrid Vertical Rate Source: the information may be taken from a hybrid system which filters barometric vertical rate with an inertial reference unit (IRU) vertical rate and GNSS vertical rate, provided the accuracy of the vertical rate output is at least as good as barometric vertical rate sources (e.g. ETSO-C106). - Blended Vertical Rate Source: the information may be taken from a blended system which filters IRU vertical rate and barometric vertical rate, provided the accuracy of the vertical rate output t is at least as good a

cata worklist item (cwi) faa-03 – cns guidance harmonization · ac 500-020 - 4.1 new/updated fms...

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